Transmission control



Sept. 5, 1939. E, W* SEAHOLM 2,171,953

TRANSMISSION CONTROL Filed Jan. 29, 1938 6 Sheets-Sheet l law Ihwentor mGttornegs sept. 5, 1939. E, w SEAHOLM 2,171,953

TRANSMISSION CONTROL Filed Jan. 29, 1938 v e sheets-sheet 2 Sept 5, 1939E. w. sEAHoLM 2,171,953

TRANSMISSION CONTROL Filed Jan. 29, 1938 6 Sheets-Sheet 4 Summe/11Ssept.5l,'1939. EWSEAHOLM' 2, 171,953

TRANSMI SSION CONTROL Filed Jan. 29, 1958 6 Sheets-Sheet 5 Imi n Sept.5, 1939. E w, SEAHOLM 2,171,953

TRANSMISS ION CONTROL Filed Jan. 29, 1938 6 Sheets-Sheet 6 :SnnentorPatented Sept. 5, 1939 UNITED STATES PATENT OFFlCE TRANSMISSION CONTROLApplication January 29, 193s, serial No. 187,604

10 Claims.

This invention relates to means for changing the driving ratio of achange speed mechanism such as is used on a motor vehicle between theengine and the propeller shaft.

An object of the invention is to provide what may be called remotecontrol shifting means, this expression being intended to dene means notextended directly into the housing of the change speed mechanism butotherwise located and con- 10 nected to the movable elements of thechange speed mechanism by intermediate parts.

A further object is to mount a manually operable lever adjacent thesteering wheel and preferably on the xed tubular steering column wherel`by the lever is readily accessible and whereby the operators compartmentis unobstructed by the now more commonly used shift lever extending downthrough the floor of the car into the transmission housing.

A still further object resides in the accomplishment of the majorobjects by a construction wherein the manipulation of the manuallyoperable lever is not materially different from that of the moreconventional shift lever.

As another object the invention makes use of simple rugged ,andinexpensive intermediate parts.

Still further the invention is used with operating parts within the gearhousing which .are considerably simpler than the conventional parts be-30 tween the gearing and the shift lever.

Other objects and advantages will be understood from the followingdescription.

The invention described below is illustrated upon the accompanyingdrawings.

35 In the drawings:

Figure 1 is a perspective of the ratio changing control means associatedwith the transmission housing and with the steering column.

Figure 2 is a sectional view substantially as seen 40 from line 2 2 ofFigure 1.

Figure 3 is a section on line 3 3 of Figure 2.

Figure 4 is a section on line 4 4 of Figure 2.

Figure 5 is a section on line 5 5 of Figure 1.

Figure 6 is a section on line 6 6 of Figure 5.

Figure '7 is a transverse section corresponding to that of Figure 2 butshowing a modified form.

Figure 8 is a section on line 8 8 of Figure '7.

Figure 9` also corresponds to Figure 2 which shows another modification.

Figure 10 is a section on line Ill-I0 of Fig- (Cl. 'I4-485) Figure 13 isa view in elevation of the change speed mechanism which wall beingbroken away to show the enclosed gearing.

Figure 14 is a section on line I4 l4 of Figure 13.

Figure 15 is a section on line |5 I5 of Figure 13.

Figure 16 is a section on line I6 l6 of Figure 13.

Referring to the drawings., numeral 2l represents the frame members of amotor vehicle, the engine being marked 23 and the propeller shaft, notshown, being carried within a housing 25. The change speed housing ismarked 21.

The change speed mechanism is sufficiently illustrated by Figures 13 to16 in order to show the relation of its moving parts to the adjacentparts of the operating linkage. The shaft driven by the engine throughthe instrumentality of the usual clutch, not shown, enters housing 2lwhere it is provided with a driving gear 29. A countershaft 3l is drivenby the input shaft, it being provided with a gear, not shown in thedrawings, in constant mesh with gear 23. Secured to the countershaft isa gear 33 in constant mesh with a gear 35 mounted for free rotation ondriven shaft 3l. A member 39 is slidably, but non-rotatably mounted onthe driven shaft between gears 29 and 35. By means of a plurality ofpins 4l its reciprocation first reciprocates friction clutches 43 intoengagement with corresponding friction surfaces 45 associated with gears29 or 35, depending upon its direction of movement. After effectingsynchronization, a suitable detent device between the member 39 and thepins 4I is overcome and further reciprocation of 39 effects anengagement between teeth carried by the sliding member 39 and by theadjacent faces of gears 29 and 35. By this sliding movement the drivenshaft may be directly clutched to the input shaft or it may be driven bythe input shaft through gear train 33, 35, depending upon the directionof shifting of the member 39. To the rear of gear 35, helical splines onshaft 31 carry a reciprocable helical gear 4l, this gear having .acollar 49. This gear is adapted to be moved axially to mesh with thegear 5l on the countershaft for driving in low speed. For reversedriving there is provided a two-part idler gear having one gear element53 driven by a countershaft gear 54 and a second gear element 55 withwhich gear 41 may be moved into engagement. Inasmuch as the abovedescribed gear assembly is'substantially conventional, no furtherreference to it is believed necessary. The various ratios are attainedby fore and aft shifting of members 39 and 41.

In place of the conventional shift rails and forks for shifting theparts 39 and 41 there are employed two rockshafts 51 and 59 journaled inbosses 59 and G2 in the side wall of the housing as best shown in Figure14. Externally of the housing, these shafts have lever arms 6| and B3.Within the housing shaft 51 has secured thereto a lever arm 65 equippedwith a bronze shoe 31, which latter is slotted to embrace the peripheryof the disc portion of sliding member 39. The shoe 61 is pivotallymounted on the lever arm so that it may align itself with the disc part39 as the shaft 51 is rotated. Similarly, shaft 59 is provided with anarm 69 carrying a pivoted shoe 1| associated with the collar 49 of gear41.

An interlocking device between shaftsv 51 and 59 is shown by Figure 14.The hubs of arms 65 and 69 have cam surfaces 13 formed with notches 15.Within the notches are received detent balls 16. The balls are at theends of a passage and are held apart by a spring 11 located in thepassage. A positive interlock is provided by the use of a solid rod 19within the passage and surrounded by the spring.

It will be understood from Figure 13 that clockwise rotation of lever 6|from a neutral position effects a shift into second speed whereas acounter-clockwise rotation shifts to high speed. Similarly a clockwiserotation of lever arm 63 shifts into reverse and a counter-clockwiserotation shifts' into low speed. When both arms are in neutral, thedetent balls, spring and rod are as shown in Figure 14. When one or theother of levers is rocked to either one of its active positions, the camon the hub of the lever pushes the adjacent ball into the passage 80until it engages the end of the rod whereby the opposite end of the rodholds the other ball in the notch of the hub ofthe other lever toprevent possible Inovement of that other lever from its neutralposition. The above described simple and direct acting expedientconstitutes a very smoothly operating mechanism.

Returning to Figure l, the lever 8| constitutes the means for rotatingthe lever arms 6| and 33 of the change speed mechanism. This lever 8| issupported by and near the top of the steering column 83 and is locatedbehind the instrument panel. A combined bracket and housing 85 is'carried by the steering column and extends radially therefrom. Thisbracket journals, preferably by needle bearings 81, a tubular shaft 89.To the upper end of the tubular shaft 89 is welded an arm 9|. The arm isrotatable about a surface 93 at the bottom of the housing. Screws securea cover 91 to the housing. From the cover a pin 99, welded or otherwisesecured thereto, extends into a bored-out opening lill in the end of ashaft 03, which shaft extends axially through tubular shaft 89. The pin99 affords an upper end bearing for the rotation of shaft |03. The lever8| enters the housing 85. It is provided j. with an opening |85 wherebyit embraces the shaft |03. The wall of the opening is arcuate as shownin Figure 4 to permit the rocking of the lever. Diametrically oppositefaces of the lever are rounded to engage the arm 9| on one side and thearm |06 on the other side of the lever, the latter arm being preferablywelded to shaft |93. By this means the lever 8| is free to rock in asubstantially vertical plane. The arms 9| and |06 are formed witharcuate ends |01 provided with notches |09 asbest shown by Figure 2.

The notches may register with each other and either one may be engagedby lug l! on the end of lever 8|. It will be evident that the knob end 3of lever 8| may be depressed whereupon the lever will rock about itsrounded surface contact with shaft |03 and with the arms 9| and |96, andthus the lug l will be brought into contact with the notch of the upperarm |03. A rotation of lever 8|, provision for such rotation being madeby a slotted opening |5 in the wall of the housing, will thereuponrotate shaft |03 about its axis.

After lever 8| is returned to its neutral position, it may be oppositelyrocked to engage the notched end of arm 9| carried by the tubular shaft89. The lever may then be rotated as before to rotate the hollow shaft89 about its axis. Detent balls ||1 carried in openings in arms 9| and|05 lock the one or the other of the arms to the housing 85 or to itscover 91 when the lever is rocked with the result that the rotation ofthe lever insures the rotation of one only of the nested shafts 89 and|03.

At the lower end of the steering column isa bracket 9 having spacedneedle bearingsrll for the rotary support of the tubular shaft 89 andthe solid shaft l 93. Between the needlev bearings, the bracket isrecessed and in the recess a lever arm |23 is secured to the extreme endof the tubular shaft. The extreme end of shaft |03 beyond the lowerneedle bearing, has an arm |25. Links |21 and |29 connect these arms |23and |25 with the arms 83 and 6|. Anti-friction joints of any preferredform may be used to connect the links and the lever arms, such joints asshown in Figure 5 and designated by numeral |3|.

It will be seen that a depression of the knob end of the shift lever 8|engages the lever with the shaft |03 and that rotation of the lever isthen available to make shifts into second speed and high speed. I f theknob end of lever 8| be lifted, the lever engages with the tubular shaft89, rotation of which is available to make shifts into low speed andinto reverse.

Figures '7 and 8 show a modification of the parts at the upper end ofthe steering column. In this form of the invention the steering post 20|is within a steering column 203 and extends above the upper end thereof.At the upper end of the column is a housing 205 having a tubularextension 201 extending downwardly into the steering column. A cover 209is threaded to the housing and held from rotation by screws 2||. Thehousing is formed at 2|3 as a journal for a hollow shaft 2|5. Rigid withor secured to the top of the shaft is a head 2|1 having a notch 2|9. Asolid co-axial shaft 22| extends through tubular shaft 2|5. It rotatesabout an end bearing pin 223 secured as shown to the cover. This shaftis provided with a head 225 corresponding to but overlying head 2|1. Ahand lever 221 is provided with a large opening. 229 surrounding thesteering post or shaft 20|. v'l'.he lever terminates with opposed lugs23| adapted to engage the notches in one or the other of the two heads2|1 and 225. To facilitate the movement of the lever for engagement withone or the other of the heads it is provided with a roller 233 mountedon a pin 235. The roller has a rounded surface 231 to accommodate thetilting movements and it travels on surfaces provided therefor in thehousing and cover when being rotated to rotate the one or the other ofthe nested shafts. It will be readily seen that the lever may be tiltedup or down as in the form first described and for the same purpose. Whenso .tilted its end lugs engage the recesses inl one or the other of theheads 2|1 and 225 whereby rotation of the lever may rotate the one or.the other of the nested gear shifting shafts. In this form of theinvention the ,cover has a tubular upper end 239 constituting the upperend of the steering column. At the lower end of thesteering column theshafts 2|5 and 22| are suitably,

journaled and provided with lever arms as before and operate the Ysamerockshaft arms 6| and 63 by means of connecting links.

Figures 9 and 10 illustrate a third form which the operating parts atthe top of the steering column may assume. In this form of the inventiona housing 30| embraces the top of the steering column 303 which in thiscase houses both the steering post 305 and the nested co-axial gearshifting shafts 301 and 309. Shaft 309 is journaled at 3|I in thehousing and the upper end of hollow shaft 309 itself journals the solidshaft 301. Shaft 301 has an arm 3|3 secured thereto, is slotted tosurround the steering post 305 and -has a notch 3|5 on that side of thesteering post remote from the nested shafts, Hollow shaft 309 has asimilarly shaped lever arm 3 1 with a notch 3 9 adapted to register withthe notch 3 I 5. Hand lever 32| extends into the housing through anopening 323. It has a large opening at 325 to surround and avoid contactwith steering post 305. It pivots about shaft 391 and has roundedsurfaces at 3|0 and 3|2, the latter engaging the hubs of the arms 3|3and 3|1. Vertical tilting of lever 32| permits its engagement witheither arm 3|3 or 3| 1 whereupon rotation of the lever rotates theselected axially extending gear shifting shaft.

Figures 11 and 12 show still another form and one which is now believedto be a preferred embodiment of the invention. In this fc-rm thesteering post 40| is seen within the steering column 403. At the top ofthe steering column are seen the steering wheel spokes 405 and the hub401. A bracket 409 is secured to the top of the steering column.Co-axially nested gear shifting shafts 4|| and 4I3 extend through thebracket and their upper ends enter a housing 451 upon the top of thebracket 409, the housing being secured to the bracket by fastening means4| 5. Welded to the hollow shaft 4I3 is the sleeve part 4| 9 of a head42| having an upstanding lug 423. The sleeve 4|9 serves to journal theshaft |4|3 within the bracket. A bearing sleeve 425 within the hollowshaft 4|3 journals the solid shaft 4| At the top of shaft 4M there issecured a head 421 having a downwardly directed lug 429. In neutralpositions the lugs 423 and 429 are directly opposite each other. A handlever 43| extends through an opening 433 into the housing 4|1. Anannular bushing 435 may be assembled on the lever to silence its contacton the ends of the slotted opening. The end of the lever within theslotted opening is arcuate in form and to the ends of the arc screws 431secure the ends of an arcuate lever extension 439. The arcuate parts ofthe lever and the extension produces an enlarged opening surrounding thesteering post 40| and prevent contact therewith as the lever is rotated.The lever extension is provided with an opening engaging a sphericalsurfaced part 440 of the solid shaft 4| whereby the lever 43| may berocked or tilted. The end of the lever extension 439 in the vicinity ofthe opposed lugs 423 and 429 is recessed or A'notched to engage the oneor the other of the lugs when tilted. If desired, a rubber bumper 44|may be 'mounted on the lower extension to pre-` vent noise when shiftinginto engagement with the head of the high speed shifting shaft 4H. I

Also to prevent rattling and to bias the hand lever into engagement withthe high and second speed shaft, there may be employed a spring 443. Oneend of this spring is 4looped about the recessed upper end of shaft 4|l. The spring extends from this shaft in the form of an arc and itsother end isanchored under the head of screw 431,.

I claim:

1. In a motor vehicle, a steering column, a steering post therein, innerand outer nested shafts extending along the side of said column andsupported thereby for rotation, said nested shafts having lever armswith opposed lugs, a lever mounted to rock on a rounded part of theinner of said nested shafts, said lever having opposite slots to engagethe one or the other of said lugs whereby subsequent rotation of saidlever may rotate one of said nested shafts, a ratio changingtransmission having reciprocable shifting members and connecting meansbetween and connected to said nested shafts and said reciprocablemembers.

2. The invention defined by claim 1, said lever formed with an enlargedopening surrounding the steering post.

3. The invention defined by claim 1, together with a spring to bias saidlever into engagement with a selected one of said nested shafts.

4. The invention defined by claim 1, together with a cushioning meanscarried by said lever to engage one of said lever arms.

5. The invention defined by claim 1, together with housing means at theupper end of the steering column to receive the work end of the leverand to enclose the ends of said nested shafts, said housing having aslotted opening to permit the rotation of the lever.

6. The invention defined by claim 1, together with housing means at theupper end of the steering column to receive the work end of the leverand to enclose the ends of said nested shafts, said housing having aslotted opening to permit the rotation of the lever, said lever carryingcushioning means to engage the ends of the slot.

'7. In a motor vehicle, a steering column, a steering post therein, achange speed mechanism having reciprocable members, a pair of nestedshafts mounted by and positioned alongside said steering column, meansconnecting the ends of said nested shafts with said reciprocablemembers, a combined bracket and housing carried by the upper end of saidcolumn, the upper ends of said nested shafts extending into saidhousing, the outer of said nested shafts journaled in said bracket, theinner of said nested shafts journaled in the outer of said shafts, saidnested shafts having lever arms Within said housing, said housing beingprovided with a slot, a manually operable lever entering said slot andsurrounding said post, said manually operable lever and the inner of thenested shafts having cooperating surfaces to permit rocking of saidlever, said manually operable lever and the lever armsl of the nestedshafts having inter-engaging parts whereby the manually operable lever,after being rocked, may be rotated to thereby rotate one of the nestedshafts.

'I0 8. The invention defined by claim '7, together with means torotatably support the nested shafts adjacent the lower ends of thesteering column.

9. In a motor vehicle, a hollow steering column, a steering posttherein, a change speed mechanism having reciprocable members, a pair ofnested shafts supported for axial rotation alongside said steering postand Within said steering column, means connecting one pair of ends ofsaid nested shafts with said reciprocable members, a housing carried bythe upper end of said steering column, said nested shafts extending intosaid housing, a lever extending into said housing and surrounding saidpost, said lever being journaled for rock- ]0 ing motion, said lever andnested shafts having interlocking parts whereby the lever may be ro--tated to rotate a selected one of said nested shafts. Y

10. The invention defined by claim 9, said interlocking parts of thenested shafts comprising lever arms straddling the post and havingrecesses on the sides of the arms remote from the nested shafts adaptedto be engaged by lthe lever when rocked,

ERNEST W. SEAHOLM.

